Ship energy-saving power generation device and ship

Abstract

The invention discloses a ship energy-saving power generation device which comprises a ship main engine, a clutch control part and energy-saving power generation equipment, a power output shaft is arranged at the free end of the main engine, and the clutch control part is controllably connected with or disconnected from the main engine. And the redundant power of the host is input into the energy-saving power generation equipment through the clutch control part for power generation. According to the invention, the torque transmission efficiency is greater than or equal to 94% through the magnetofluid coupler; the response time is shortened to 0.3 second; however, the time of the traditional mechanical clutch is 1.2 seconds; host load fluctuation can be matched in real time, and 5-8% of power waste of a traditional scheme is avoided. The recovery rate of the complementary energy of the main engine can reach 82% by adopting a dual power generation mode of the complementary energy of the main engine and the wave energy; the output power of the wave energy module under the third-level sea condition reaches 12 kW, and the output power of a pendulum type device of the same size is only 7 kW. The magneto-rheological body realizes non-contact transmission, so that the mechanical wear is reduced by 97%; the maintenance period is prolonged to 20000 hours; according to the three-dimensional energy capturing structure of the wave energy module, the power density per unit volume reaches 580 W / m.

Description

Technical Field

[0001] The present invention relates to the technical field of ship energy utilization, and particularly relates to a ship energy-saving power generation device and a ship. Background Art

[0002] Normally, when a ship is sailing normally, one fuel-consuming generator is usually turned on to supply the electricity demand of the whole ship. The long-term operation of the generator will consume a certain amount of fuel and emit exhaust gas, which does not meet the current requirements of energy conservation and environmental protection, and the economy is not high either. When the ship's main engine is running, it usually undergoes changes in high and low loads. By using an energy-saving device to utilize the excess power of the main engine, exhaust emissions can be reduced, fuel can be saved, and the economy can be improved.

[0003] In the prior art, the ship energy system relies on the unidirectional conversion of the mechanical work of the main engine, and the energy flow is single, and multi-energy flow collaborative optimization cannot be achieved. For example, renewable energy such as wave energy and waste heat is not effectively utilized; the energy storage system only acts as a buffer for the power grid and does not participate in the overall regulation of the power system.

[0004] Traditional mechanical transmission needs to maintain a fixed speed ratio, resulting in: when the main engine is at low load, the efficiency of the generator drops sharply (<80%), and the coupling is prone to break due to sudden overload.

[0005] Currently, the annual CO2 emissions of the global shipping industry reach 1.2 billion tons, accounting for 3.1% of the global total; the fuel cost of ships accounts for 45% of the operating expenses, and energy-saving technologies can reduce the cost by 15 - 20%. In view of the above, it is necessary to propose a ship energy-saving power generation device and a ship to solve the above problems. Summary of the Invention

[0006] The purpose of the present invention is to overcome the defects existing in the prior art and provide a ship energy-saving power generation device and a ship.

[0007] To achieve the above purpose, the technical solution of the present invention is as follows: A ship energy-saving power generation device includes a ship main engine, a power output shaft is arranged at the free end of the main engine, and further includes a clutch control part that can be controllably connected or disengaged from the main engine, and further includes an energy-saving power generation device; the excess power of the main engine is input into the energy-saving power generation device through the clutch control part for power generation.

[0008] Further, the power output shaft is a short shaft arranged at the free end of the main engine, the clutch control part is a speed-changing gearbox, and the power generation device is a generator set; The input end of the speed-changing gearbox is connected to the short shaft through a high-elastic coupling, and the output end of the speed-changing gearbox is connected to the generator set.

[0009] Furthermore, the clutch control unit is a magnetohydrodynamic coupler, which includes an inner rotor connected to the free end of the main engine and an outer stator connected to the generator; a sealed annular cavity is formed between the outer stator and the inner rotor, and a magnetorheological fluid is filled in the annular cavity. Excitation coils are distributed on the outer periphery of the outer stator; the power output shaft of the main engine drives the inner rotor to rotate, and the magnetorheological fluid changes its viscosity under the action of the magnetic field, and transmits torque to the outer stator through shear stress to drive the generator to operate.

[0010] Furthermore, the magnetorheological fluid is a suspension formed by dispersing nano-sized magnetic particles in a carrier liquid. The nano-sized magnetic particles are used to provide magnetic response ability, and the carrier liquid is a dispersion medium that provides fluidity and temperature stability for the nano-sized magnetic particles.

[0011] Furthermore, the nano-sized magnetic particles are Fe3O4 nano-particles with a diameter of 5 - 10 nm; the carrier liquid is silicone oil with an operating temperature of -40°C to 200°C; additives such as oleic acid and graphene are also included to prevent particle agglomeration and enhance stability.

[0012] Furthermore, a hydrodynamic power generation module is also included, which includes a positioning frame body. A hollow guiding cylinder is provided on the positioning frame body. A sliding sleeve is sleeved on the guiding cylinder. An outer rotor is rotatably provided on the sliding sleeve. An inner float is provided in the guiding cylinder. A first winding is provided in the guiding cylinder. A first magnet is provided in the sliding sleeve; an internal magnet is provided in the inner float; a second winding is provided on the outer wall of the sliding sleeve, and a second magnet is provided inside the outer rotor; Under the fluctuation of the water surface, the inner float moves up and down in the guiding cylinder, and the relative movement of the internal magnet with respect to the first winding forms an electric current; at the same time, the water surface fluctuates and passes through the outer rotor up and down, causing it to rotate so that the second magnet cuts the second winding; under the combined action of the buoyancy of the outer rotor and the wave force, the sliding sleeve moves up and down along the axis of the guiding cylinder and the first magnet cuts the first winding to form an electric current.

[0013] Furthermore, the outer rotor is processed into a structure with buoyancy to float on the water surface. Blades are provided on the outer periphery of the outer rotor; a first magnet is provided on the inner wall of the sliding sleeve, and a second winding is provided on the outer wall of the sliding sleeve. The sliding sleeve is circumferentially fixed relative to the guiding cylinder and slides axially along it. The outer rotor is rotatably connected to the sliding sleeve.

[0014] A ship includes a ship equipped with the aforementioned ship energy-saving power generation device.

[0015] The advantages and beneficial effects of the present invention are as follows: A ship energy-saving power generation device of the present invention utilizes the surplus energy of the main engine for power generation. Through a magnetohydrodynamic coupler, the torque transmission efficiency is ≥94%, compared with 92% of the gearbox system in the prior art; and the response time is shortened to 0.3 seconds, while that of a traditional mechanical clutch is 1.2 seconds; it can match the load fluctuation of the main engine in real time, avoiding power waste of 5-8% in the traditional solution. The dual power generation mode of using the surplus energy of the main engine + wave energy enables the recovery rate of the surplus energy of the main engine to reach 82%; the wave energy module outputs a power of 12 kW under sea state 3, while the same-volume pendulum device only outputs 7 kW; the magnetorheological fluid realizes non-contact transmission, reducing mechanical wear by 97%; and the maintenance period is extended to 20,000 hours; the three-dimensional energy capture structure of the wave energy module: the power density per unit volume reaches 580 W / m³, while that of the traditional heaving device is 320 W / m³. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is one of the schematic structural diagrams of a ship energy-saving power generation device and a ship of the present invention; Figure 2 is one of the schematic flow diagrams of Embodiment II of the present invention; Figure 3 is the second of the schematic structural diagrams of the ship energy-saving power generation device and the ship of the present invention; Figure 4 is the axonometric drawing of Embodiment III of the ship energy-saving power generation device of the present invention; Figure 5 is one of the schematic flow diagrams of Embodiment III of the present invention Figure 6 The longitudinal sectional view of Embodiment III of the ship energy-saving power generation device of the present invention; In the figure: 1. Ship main engine; 2. Short shaft; 3. Speed change gearbox; 4. Generator set; 5. High-elastic coupling; 6. Magnetohydrodynamic coupler; 7. Inner rotor; 8. Outer stator; 9. Annular cavity; 10. Excitation coil; 11. Hydrodynamic power generation module; 12. Positioning frame; 13. Guide column; 14. Sliding sleeve; 15. Outer rotor; 16. Inner float; 17. First winding; 18. First magnet; 19. Internal magnet; 20. Second winding; 21. Second magnet. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0017] The following combines the drawings and embodiments to further describe the specific embodiments of the present invention. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention and cannot be used to limit the protection scope of the present invention.

[0018] Embodiment I: A ship energy-saving power generation device includes a ship main engine 1, a power output shaft is arranged at the free end of the main engine, a clutch control unit that can be controllably connected or disconnected from the main engine, and an energy-saving power generation device; the excess power of the main engine is input into the energy-saving power generation device through the clutch control unit to generate electricity.

[0019] Specifically, Figure 1 As shown, the power output shaft is a short shaft 2 arranged at the free end of the main engine, the clutch control part is a speed change gear box 3, and the power generation equipment is a generator set 4; in this embodiment, one end of the main engine serves as the main output shaft, and a short shaft 2 is connected to the free end of the other end of the main engine, and the excess unused residual energy of the main engine is transmitted through the setting of the short shaft 2. The end of the short shaft 2 is connected to a high-elastic coupling 5, and is further connected to a gear box that can realize speed change and power connection and disconnection functions. The gear box is then connected to at least one set of generators, so that the whole constitutes an energy-saving power generation device.

[0020] Specifically, in terms of the improvement of the short shaft 2 structure, a stepped reducer design is adopted. The front end Φ120mm matches the main engine flange and transitions to the Φ80mm output end. An axial vibration reduction hole array is set inside, with a hole diameter of Φ8mm, a spacing of 15mm, and a 45° staggered arrangement, which reduces the mass moment of inertia by 37%. Plasma nitriding treatment is performed on the surface to make the layer depth 0.3mm and the hardness ≥800HV. In conjunction with the spiral oil groove lubrication system, the oil injection pressure is 0.2MPa and the flow rate is 8L / min.

[0021] The input end of the speed change gearbox 3 is connected to the short shaft 2 through a high-elastic coupling 5. In the design of the high-elastic coupling, a double-row reed structure is selected, with a rated torque of 12500 Nm and an instantaneous overload capacity of 300%; the torsional stiffness is 2.8×10^4 Nm / rad; the axial compensation amount is ±3.5mm, and the radial deviation tolerance is 1.2°; the built-in temperature monitoring module PT100 sensor has an accuracy of ±0.5℃, which can facilitate monitoring its temperature trend during operation.

[0022] The output end of the speed change gearbox 3 is connected to the generator set 4; in this embodiment, the speed change gearbox 3 adopts the design of planetary gear plus parallel shaft compound transmission. Compared with the disadvantage of the speed change gear in the prior art that only a fixed speed ratio is provided, the design structure of this embodiment has the advantage of stepless speed adjustment within the speed ratio range of 0.8:1~4.5:1; and an electromagnetic wet clutch is adopted to reduce the adaptation time to less than 80 milliseconds. In terms of the use of the lubrication system, forced circulation oil cooling is adopted, with an oil pressure of 0.35MPa and a flow rate of 25L / min.

[0023] In terms of the intelligent configuration of the generator set 4, a dual-mode power generation unit is adopted, including a permanent magnet synchronous generator with a rated power of 150 kW and an efficiency grade of IE4; and an asynchronous induction generator of 300 kW, IE3; the two form a hybrid array for grid connection control; the grid connection control strategy is as follows: when the main engine load < 85%, the permanent magnet unit is preferentially put into operation, and in its efficiency peak area, when the load ≥ 85%: the asynchronous unit automatically cuts in to give play to its overload capacity advantage. A power management module is used for power management, and the rectifier / inverter unit adopts a three-level topology structure (THD < 3%); a supercapacitor buffer system is configured with a capacity of not less than 2 F to instantaneously absorb a 300 kW impact.

[0024] In the installation and positioning of the equipment, a three-dimensional leveling base is used, and the stroke of its hydraulic servo adjustment mechanism is ±15 mm, and the positioning accuracy is 0.02 mm; vibration acceleration monitoring: XYZ three-axis piezoelectric sensors (0 - 2000 Hz bandwidth); thermal compensation design, an Invar alloy compensation pipe is set between the gearbox and the generator, and the thermal expansion coefficient is 1.2×10^-6 / ℃; a cold installation gap of 0.15 mm is preset for the installation flange of the short shaft 2 to compensate for the thermal expansion displacement.

[0025] The following table is a comparison table of the performance data of this embodiment and the traditional shaft generator: Embodiment 2: This embodiment is an improved design based on the foregoing embodiment. Specifically, as Figure 2 、 3 shown, the clutch control part is a magnetohydrodynamic coupler 6, which includes an inner rotor 7 connected to the free end of the main engine and an outer stator 8 connected to the generator; a sealed annular cavity 9 is formed between the outer stator 8 and the inner rotor 7, and a magnetorheological fluid is filled in the annular cavity 9, and excitation coils 10 are distributed on the outer periphery of the outer stator 8; specifically, the inner rotor 7 is made of TC4 titanium alloy, its tensile strength ≥ 895 MPa, and spiral turbulator grooves with a surface machining depth of 0.8 mm and a lead angle of 55° are used to improve the shear efficiency of the magnetorheological fluid by 23%. The outer stator 8 is provided with a cooling structure - air-cooled heat dissipation fins are arranged on the outer layer; the seal between the rotors adopts three-level protection: 0.1 mm clearance labyrinth seal + ferromagnetic fluid seal + spring compensation ring, so that the leakage rate < 0.01 mL / h, and good relative rotation can be provided.

[0026] Its working principle is based on the magnetic field-rheological coupling mechanism. When an electric current is passed through the excitation coil 10, it is understandable that the current in the excitation coil 10 is adjustable, thereby generating an axial magnetic field of 0 - 1.5 T. The Fe3O4 nanoparticles form a chain-like structure arranged along the magnetic field lines under the action of the magnetic field. The chain length is 15 - 20 μm. The graphene sheets are interspersed among the chain-like structures to form a three-dimensional network, thereby increasing the shear stress. The relationship between the shear stress τ and the magnetic field strength H is: τ = τ_0 + αH^β (experimentally measured α = 48.7 Pa·m / A, β = 1.32).

[0027] According to the torque transmission equation: T = 2πR 2 L⋅τ Exemplarily, when R = 0.15 m (working chamber radius) and L = 0.25 m (effective action length), the calculated maximum transmitted torque can reach 12.5 kN·m (when the magnetic field strength H = 0.8 T).

[0028] Specifically, the power output shaft of the host drives the inner rotor 7 to rotate. The magnetorheological fluid changes its viscosity under the action of the magnetic field, and transmits torque to the outer stator 8 through shear stress to drive the generator to operate. The magnetorheological fluid is a suspension formed by dispersing nano-scale magnetic particles in a carrier liquid. The nano-scale magnetic particles are used to provide magnetic response ability, and the carrier liquid is a dispersion medium that provides fluidity and temperature stability for the nano-scale magnetic particles. Further, the nano-scale magnetic particles are Fe3O4 nanoparticles with a diameter of 5 - 10 nm; the carrier liquid is silicone oil with a working temperature of -40°C to 200°C; it also includes additives oleic acid and graphene to prevent particle agglomeration and enhance stability; when the magnetic field strength changes, the particles will form a "chain-like structure" end to end like a magnet, thereby significantly increasing the shear strength of the fluid.

[0029] The aforementioned excitation coil 10 adopts a PWM-modulated excitation current control method with a frequency of 20 kHz, so that the torque response time is controlled within 0.08 s (0 → 90% rated torque); the slip rate control accuracy is ±0.3%.

[0030] The following table is a comparison table of the performance data of this embodiment and traditional shaft-driven generators: Parameter Traditional gearbox Magnetic fluid coupler Lifting range Transmission efficiency 92% 96.5% +4.5% No-load loss 3.8 kW 0.9 kW -76% Maintenance cycle 5000h 30000h +500% Temperature adaptability -20~120℃ -40~200℃ The working range is expanded by 83% Vibration and noise 85 dB(A) 67 dB(A) Noise reduction by 21% As a further improvement of this embodiment, a self-repair system can also be set up, with a built-in magnetic particle replenishment device. The magnetorheological fluid is pre-stored through a liquid storage tank. When the sensor detects that the loss of the magnetorheological fluid > 5%, automatic liquid replenishment is carried out. In actual use, as another embodiment, a circulation of the magnetorheological fluid can be established between the liquid storage tank and the annular cavity 9. Through the established circulation, the magnetorheological fluid can be replenished and replaced, and the purpose of better internal cooling can also be achieved.

[0031] Embodiment 3: In this embodiment, wave energy is recycled. Specifically, as Figures 4 - 6 shown, it includes a hydrodynamic power generation module 11, which includes a positioning frame body 12. A hollow guide cylinder 13 is provided on the positioning frame body 12. A sliding sleeve 14 is sleeved on the guide cylinder 13. An outer rotor 15 is rotatably provided on the sliding sleeve 14. An inner float 16 is provided in the guide cylinder 13. A first winding 17 is arranged in the guide cylinder 13. A first magnet 18 is provided in the sliding sleeve 14; an internal magnet 19 is provided in the inner float 16; a second winding 20 is provided on the outer wall of the sliding sleeve 14, and a second magnet 21 is provided inside the outer rotor 15. This structure can be modularly arranged at appropriate positions around the hull. Utilizing the kinetic energy of the hull's forward movement and the rise and fall of the waves, the operation of the outer rotor 15, the sliding sleeve 14, and the inner float 16 is driven, and the magnets and windings are caused to cut, thereby forming an electric current, and the electric current is utilized, so as to achieve the purpose of energy conservation.

[0032] Specifically, the guide cylinder 13 is made of honeycomb aluminum tube with a diameter of 300 mm and a wall thickness of 12 mm, and its bending stiffness is increased by 38%. The inner wall is coated with a 50-μm-thick PTFE coating to effectively reduce the friction coefficient; the outer rotor 15 is designed as a hollow fiberglass floating body with a diameter of 2.4 m, and the buoyancy reserve coefficient is 1.8. It is configured with 12 NACA0018 airfoil blades with a chord length of 0.4 m, and the angle of attack is adaptively adjusted by ±15°. The Halbach permanent magnet array is arranged, and the magnets are made of neodymium iron boron N52 magnets, with 36 pole pairs arranged axially and a pole pitch of 42 mm.

[0033] The specific principle is as follows: The inner float 16 inside converts the vertical displacement of the wave into its heaving motion inside, and uses the mutual cutting between the magnetic field of the internal magnet 19 and the second winding 20 to form a linear generator; while the outer rotor 15 utilizes the lateral kinetic energy of the water flow to cause the magnetic field of the second magnet 21 to cut the second winding 20, thereby forming a rotating generator; the sliding sleeve 14 utilizes the reasonable oblique direction of the wave to perform swaying motion, causing the first magnet 18 to cut the first winding 17 to form axial cutting power generation.

[0034] Under the fluctuation of the water surface, the inner float 16 moves up and down in the guide cylinder 13, and the relative movement of the internal magnet 19 with respect to the first winding 17 forms an electric current; at the same time, the water surface fluctuates and passes through the outer rotor 15 up and down, prompting it to rotate and cause the second magnet 21 to cut the second winding 20; under the combined action of the buoyancy of the outer rotor 15 and the wave, the sliding sleeve 14 moves up and down along the axial direction of the guide column, and the first magnet 18 cuts the first winding 17 to form an electric current.

[0035] In actual use, the phase difference of the three-degree-of-freedom motion is monitored in real time through an acceleration sensor (MPU6050); the adjustment by the fuzzy PID controller includes: the damping coefficient of the sliding sleeve 14 (0.5 - 2.5 N·s / m); the blade angle of attack of the outer rotor 15 (-15° to +15°); to achieve the peak energy capture efficiency increased to 41%.

[0036] The outer rotor 15 is processed into a structure that floats on the water surface with buoyancy. The outer periphery of the outer rotor 15 is provided with blades; the inner wall of the sliding sleeve 14 is provided with a first magnet 18, and the outer wall of the sliding sleeve 14 is provided with a second winding 20. The sliding sleeve 14 is circumferentially fixed relative to the guiding cylinder 13 and axially slides along it. The outer rotor 15 is rotatably connected relative to the sliding sleeve 14. Specifically, the outer rotor 15 is designed as a hollow fiberglass floating body with a diameter of 2.4 m, a buoyancy reserve coefficient of 1.8, and is configured with 12 NACA0018 airfoil blades, a chord length of 0.4 m, and the angle of attack is adaptively adjusted by ±15°.

[0037] It is implemented and deployed on an 80,000-ton bulk carrier. The specific layout method is to arrange 6 groups of power generation units on each side of the hull; the annual average power generation is about 127 MWh, which is equivalent to saving 41 tons of fuel oil.

[0038] Further supporting improvements include configuring a supercapacitor-lithium battery hybrid energy storage system to store electric energy, with a total capacity reaching 210 kWh; supercapacitor: Maxwell 48V / 165F module, response time < 10 ms, lithium battery: LFP battery cell, cycle life > 6000 times. The specific grid connection control method is to give priority to supplying the ship lighting system, and the remaining electric energy is used to supply power to the ballast water treatment system.

[0039] The above is only the preferred implementation manner of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the technical principle of the present invention, several improvements and retouches can be made, and these improvements and retouches should also be regarded as the protection scope of the present invention.

Claims

1. A ship energy-saving power generation device, including a ship main engine (1), characterized in that, A power output shaft is provided at the free end of the main engine. It also includes a clutch control part that can be controllably connected to or disengaged from the main engine, and an energy-saving power generation device. The excess power of the main engine is input into the energy-saving power generation device through the clutch control part for power generation.

2. The ship energy-saving power generation device according to claim 1, characterized in that, The power output shaft is a short shaft (2) provided at the free end of the main engine. The clutch control part is a speed-changing gearbox (3), and the power generation device is a generator set (4). The input end of the speed-changing gearbox (3) is connected to the short shaft (2) through a high-elastic coupling (5), and the output end of the speed-changing gearbox (3) is connected to the generator set (4).

3. A ship energy-saving power generation device according to claim 1, characterized in that, The clutch control part is a magnetohydrodynamic coupler (6), which includes an inner rotor (7) connected to the free end of the main engine and an outer stator (8) connected to the generator. An annular cavity (9) is formed in the outer stator (8) to sleevingly enclose the inner rotor (7). A magnetorheological fluid is filled in the annular cavity (9). Excitation coils (10) are distributed on the outer periphery of the outer stator (8). The power output shaft of the main engine drives the inner rotor (7) to rotate. The magnetorheological fluid changes its viscosity under the action of the magnetic field, and transmits torque to the outer stator (8) through shear stress to drive the generator to operate.

4. A ship energy-saving power generation device according to claim 3, characterized in that, The magnetorheological fluid is a suspension formed by dispersing nano-scale magnetic particles in a carrier liquid. The nano-scale magnetic particles are used to provide magnetic response ability, and the carrier liquid is a dispersion medium that provides fluidity and temperature stability to the nano-scale magnetic particles.

5. The ship energy-saving power generation device according to claim 4, characterized in that, The nano-scale magnetic particles are Fe3O4 nano-particles with a diameter of 5 - 10 nm. The carrier liquid is silicone oil with an operating temperature of -40°C to 200°C. Additives such as oleic acid and graphene are also included to prevent particle agglomeration and enhance stability.

6. A ship energy-saving power generation device according to claim 1, characterized in that, It also includes a hydrodynamic power generation module (11), which includes a positioning frame body (12). A hollow guiding column body (13) is provided on the positioning frame body (12). A sliding sleeve (14) is sleeved on the guiding column body (13). An outer rotor (15) is rotatably provided on the sliding sleeve (14). An inner float (16) is provided in the guiding column body (13). A first winding (17) is arranged in the guiding column body (13). A first magnet (18) is provided in the sliding sleeve (14). An internal magnet (19) is provided in the inner float (16). A second winding (20) is provided on the outer wall of the sliding sleeve (14). A second magnet (21) is provided inside the outer rotor (15). Under the fluctuation of the water surface, the inner float (16) moves up and down in the guiding column body (13), and the relative movement of the internal magnet (19) with respect to the first winding (17) forms an electric current. At the same time, the water surface fluctuates and passes through the outer rotor (15) up and down, causing it to rotate so that the second magnet (21) cuts the second winding (20). Under the combined action of the buoyancy of the outer rotor (15) and the wave force, the sliding sleeve (14) moves up and down along the axis of the guiding column, and the first magnet (18) cuts the first winding (17) to form an electric current.

7. The ship energy-saving power generation device according to claim 6, characterized in that, The outer rotor (15) is processed into a structure with buoyancy to float on the water surface, and blades are arranged on the outer periphery of the outer rotor (15); a first magnet (18) is arranged on the inner wall of the sliding sleeve (14), a second winding (20) is arranged on the outer wall of the sliding sleeve (14), the sliding sleeve (14) is circumferentially fixed relative to the guiding cylinder (13) and axially slides along it, and the outer rotor (15) is rotatably connected relative to the sliding sleeve (14).

8. A ship, characterized in that, A ship including the ship energy-saving power generation device according to any one of claims 1-7 provided thereon.

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